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MD80 flight crew; hand flying the nelyn RNAV SID from dfw; failed to follow lateral track precisely when autothrottles fail to maintain required IAS.
| Attributes | |
| ACN | 684260 |
| Time | |
| Date | 200601 |
| Place | |
| Locale Reference | airport : dfw.airport |
| State Reference | TX |
| Altitude | msl single value : 4500 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tracon : d10.tracon |
| Operator | common carrier : air carrier |
| Make Model Name | MD-80 Series (DC-9-80) Undifferentiated or Other Model |
| Operating Under FAR Part | Part 121 |
| Flight Phase | climbout : initial climbout : takeoff |
| Route In Use | departure sid : gvine |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| ASRS Report | 684260 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| ASRS Report | 684250 |
| Events | |
| Anomaly | aircraft equipment problem : critical non adherence : published procedure other anomaly other spatial deviation |
| Independent Detector | other flight crewa |
| Resolutory Action | flight crew : overcame equipment problem flight crew : returned to intended or assigned course |
| Supplementary | |
| Problem Areas | Aircraft Flight Crew Human Performance |
| Primary Problem | Aircraft |
Narrative:
During taxi out; first officer confirmed neyln two RNAV departure with queue. Everything was perfect. Departed runway 36R. Navigation was selected at 500 ft during climb. I was the captain; PF. IAS 230 was selected shortly after flap retraction. Airspeed continued to accelerate through 230. Due to the increasing airspeed; I simultaneously attempted to compensate for a wider than normal turn at gvine. I was hand flying. I actually overcompensated and turned .67 miles inside the RNAV track. The airspeed increased to 250 KTS prior to the autothrottles being disconnected. The FMS display confirmed IAS 230. Rather than troubleshooting any more; the autothrottle was disconnected; then after a minute or two; reconnected. There was no traffic conflict as a result of this deviation. I have successfully flown these RNAV departures both by hand and also with the autoplt engaged. However; in the future; should an anomaly occur such as this one; I believe that having the autoplt engaged will greatly reduce the workload; and minimize the possibility of deviation; such as this; from occurring.
Original NASA ASRS Text
Title: MD80 FLT CREW; HAND FLYING THE NELYN RNAV SID FROM DFW; FAILED TO FOLLOW LATERAL TRACK PRECISELY WHEN AUTOTHROTTLES FAIL TO MAINTAIN REQUIRED IAS.
Narrative: DURING TAXI OUT; FO CONFIRMED NEYLN TWO RNAV DEP WITH QUEUE. EVERYTHING WAS PERFECT. DEPARTED RWY 36R. NAV WAS SELECTED AT 500 FT DURING CLB. I WAS THE CAPT; PF. IAS 230 WAS SELECTED SHORTLY AFTER FLAP RETRACTION. AIRSPD CONTINUED TO ACCELERATE THROUGH 230. DUE TO THE INCREASING AIRSPD; I SIMULTANEOUSLY ATTEMPTED TO COMPENSATE FOR A WIDER THAN NORMAL TURN AT GVINE. I WAS HAND FLYING. I ACTUALLY OVERCOMPENSATED AND TURNED .67 MILES INSIDE THE RNAV TRACK. THE AIRSPD INCREASED TO 250 KTS PRIOR TO THE AUTOTHROTTLES BEING DISCONNECTED. THE FMS DISPLAY CONFIRMED IAS 230. RATHER THAN TROUBLESHOOTING ANY MORE; THE AUTOTHROTTLE WAS DISCONNECTED; THEN AFTER A MINUTE OR TWO; RECONNECTED. THERE WAS NO TFC CONFLICT AS A RESULT OF THIS DEV. I HAVE SUCCESSFULLY FLOWN THESE RNAV DEPS BOTH BY HAND AND ALSO WITH THE AUTOPLT ENGAGED. HOWEVER; IN THE FUTURE; SHOULD AN ANOMALY OCCUR SUCH AS THIS ONE; I BELIEVE THAT HAVING THE AUTOPLT ENGAGED WILL GREATLY REDUCE THE WORKLOAD; AND MINIMIZE THE POSSIBILITY OF DEV; SUCH AS THIS; FROM OCCURRING.
Data retrieved from NASA's ASRS site as of January 2009 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.